Engine



L. RHINE.

ENGINE. APPLICATION FILED SEPT. 30, 19 20. 1A32fi88, Patented Oct. 241, 1922..

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ENGINE. APPLICATION FILED sEPmo, 1920.

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EIARVIN Ii. RHINE, OFFORT DOUGLAS, UTAH.

ENGINE.

Application filed September v30, 1920. Serial No. 413,662.

To all wkomjz't may concern: I

,Be it'known that I, MARVIN' L. RHIi-m, a citizen of the United States, and a resident of Fort Douglas, in the county of Salt Lake.

and State of Utah, have invented a. certain new and useful Engine, of which the following a specification.

The object of my invention is to provide aninternal combustion engme of novel and sim le constructlon.

ore particularly it is myobject to provide an internal combustion engine of the two-cycle type, having .novel means for supplying the uel to the combustion chamber without the'use of the cam shaft and the ordinary cam operated valves.

Still a furtherobjectis to provide novel means for firing the fuel without the use of the ordinary timer.

With these and other objects in view, my

invention consists in the construction, ar-

rangement and'com'bination of the various parts of my device, whereby the-ob1eots contemplated are attained, as hereinafter more fully set forth, pointed out in my claims, and illustrated in the accompanying drawings, in which:

Figure 1 shows a side elevation or an 1nternal combustion engine, embodying my in- 'vention. V

Figure 2 shows a side elevation of the same, the view being taken from the side opposite that. illustrated in Figure 1.

Figure '3 shows a longitudinal, vertical, sectional view through the eng1ne.

Figure 4 shows a detail, sectional view taken onthe line 4-4 of Figure 1.

Figure 5 shows an enlarged, detail, sectional view taken on the same line as Figi ure 3.

' have shown eight cylinders arranged in a series from front to rear. The 1st, 4th, 5th and 8th cylinders arerela-tively large, while the 2nd, 3rd, 6th and 7th cylinders are relatively small. The large cylinders are indicatedby the reference characters 13, 14, 15 and 16, while the. small cylinders are indlcated by the characters 17, 18, 19 and 20. The pistons in the respective cylinders are indicated by the characters 21, 22, 23 and 24, 25 26, 27 and 28.

Q elow the cylinders is the crank shaft 29, WhlCh may be, rotated by means of a crank 30 for starting the engine.

The piston 21 is connected by an ordinary connectlng rod 31 with a crank 32. The pieton 22 is connected by a similar connecting rod 31 with a crank 33 arran ed opposite the crank 32 at 180 degrees therefrom. The piston 25 is connected by means of a connectlng rod 31 with a crank 34 arranged op- %OS1te the crank 32 at 180 degrees therefrom.

he p1ston'26 is connected with a crank 35 by means of a connecting rod 31, which is arranged opposite the crank 33 at .180 degrees therefrom. The piston 23 is connected by-a connecting rod 31 withfa crank 36 arranged at 90 degrees with relation to the crank 33. The piston 24 is connected by a connecting rod 31 with the crank 37 arranged at 180 degrees from the crank 36 and 90 de grees from the crank 33. The piston 27 is connected by a connecting rod 31 with the crank 38 arranged at 180 degrees from the crank 36; and the piston 28 is connected by a connectin rod 31 with the crank 39 arranged 180 degrees from the crank 37.

From a carburetor or-the like not shown,

'fuel is conducted by means of tubes 40 and 41 to passages 42'and 43 in the engine head 44, WhlOh passages communicate with the cylinders-17 and 18 and two passages 45 and 46 communicating with the cylinders 19 and 20.

At the lower ends of the passages 42, 43, 45 and 46 are valve seats 47 (see Figure 5), which coact with valves 48. The valves 48 have stems 49 extending upwardly through the passages and having at the upper ends, heads 50. Between each head 50 and engine head 44 is a coil spring 51.

Mounted in the engine head for each of the two larger cylinders 13 and 16 is a spark plug 52. The spark plugs are used only in starting the engine and thereafter are disprovides communication between'the cylinder 16 and the chamber 56 and a somewhat similar passage 58 provides communication between the chamber 56 and the cylinder 20. The passage 57 is formed in a plug 59, which is screwed into the engine head. Formed at the lower end of the passage 57 is a valve seat 60, which coacts with a valve 61. On the valve 61 is a stem 62 extending upwardly and having at itsupper end a head 63/ On the stem 62 between the head 63'and the plug 59 is a spring 64.

The construction of the passages communicating with the chamber 56 is typical, and issimilar forthe chambers 55, 54 and 53.

It will be understood that the chamber 55 communicates with the cylinder 15 and the cylinder 19 in the same way that the cham-' ber 56 connects with the cylinders 16 and 20. The chamber 54 is similarly connected with the cylinders 14 and 18 and "the chamber 53 is similarly connected with the cylinders 13 and 17.

It may be here mentioned for the better understanding of the description of my invention that the large cylinders are fired in the following ordinary form: 1, 3, 2, 4.

Fuel is supplied through the pipe 40 to the cylinder 17 a'ndpasses from the cylinder 17 through the passage 58 into the chamber 53 and thence through the passage 57 past the valve 61' into the cylinder 13.

The description of the movement of the fuel and firing of the cylinders will be hereinafter more fully explained.

No firing is done in the cylinders 17, 18,

'19 and 20. Near the lower part of each cylinder 13, 14, 15 and 16, exhaust ports 65 are located in communication with an exhaust manifold 66. Preferably approximately opposite the port 65 is a small exhaust port 67. The exhaust port 67 of the cylinder 13 communicates with a small pipe 68.

A passage 69 in a plug 70 in the engine head 44 communicates with each 'of the At the lower part of each plug 70 is a valve seat 7 2 which coacts with the valve 73,

having an upwardly extending stem 74, which projects into the hollow extension 71. On the stem 74. is a head 75. A spring 76 is mounted on the stem 74 between the head as by-means of the crank 30 for'supplying fuel to the cylinders.

Assuming that the crank is turned over, fuel is drawn into the cylinder 17 by suction, when the piston 25 moves downwardly.

The pressure of the air and fuel in the pipe 40 is suflicienttoopen the valve 48 in the passage 42 from the pipe 40 to the cylinder 17. Upon the upward stroke ofthe piston 25, the fuel is forced through the passage 58 from the cylinder 17 through the chamber 53 for opening the valve 61, and such fuel passes into the cylinder 13 until the'pressure in the cylinder 13 closes the valve 61.

When the piston 21 is at the upper part of its movement, the fuel in the cylinder 13 is fired. The piston 23 at this time will be half way up on its compression; stroke and the piston 27 will be half way down on its intake stroke. When the piston 21 is half way down, the small port 67 is uncovered and part of the flaming gases pass through the port passage '67 and pipe 68 through the extension 71 and the passage 69 into the cylinder 15, and the compressed gases therein are thereby fired. i

The piston 25 willbe half way up onits compression stroke and the piston 27 will be at the lower limit of its intake stroke. When the piston 21 is at the lower limit of its stroke, the exhaust port 65 will be uncovered and the remainder of the spent gases will pass out thereth'rough. The piston 25 will now have reached the upper limit of its relieved iii the cylinder 13 by the uncovering of the port 65, the pressure in the cylinder 17 will cause the valve 61in the intake passage 57 to open, thereby placing a fresh charge in the cylinder 13. 7

The piston 23 will then be at the middle of its downward stroke'and the small 'port 67 andthe cylinder 15 will be uncovered, allowing the flame toent'er the cylinder 14 by the method described.

It will be seen, from this description that in any pair of cylinders, while the large piston is on its workin stroke, the small piston willbe commencing a new charge, and then while the large piston is compressipg the charge, which has been forced into .its cylinder by the small piston, the small iston will be drawing in a fresh charge.-

heexhaust through the port 65 is helped by theinrush of gases.

It will also be seen. that on the downward stroke of each large piston, the cylincompression stroke, and the pressure being tion of the crank shaft.

der in which the piston is ready to hegin'its downward strok ,--will receive an igniting provide a screw-threaded extension of the enlarged portion of the plug, upon which l screw a cap 70 against a collar 70 on the upwardly extending reduced portion 71. The cap 70 forms with the reduced portion 71, a water jacket 70 for cooling the valve. Pipes 70? are screwed into the water jacket and connect all the valves 70 'to the cooling system on the engine cap 70*.

I have provided means for priming the cylinders, consisting in a small pipe 41, connecting with the intake pipes 1O:and 41 at a point directly over the intake ports 46.

It will be seen that. with my improved device, I have done away with the greater part of the wear on the timer system with its complicated mechanism. I have done away with the necessity for the use of expensive batteries or source of electrical energy, and l have done away with the cam shaft and the complicated and expensive valve controlling mechanism and have provided an engine that can be made at a very at a much smaller expense than the ordinary type of internal combustion engine.

Some changes may'be made in the con an inlet port in each small expense and kept ,struction and arrangement of the various parts of my engine, without departing from the real sp rit and purpose of-my invention,

and it is my intention to cover by my claims,

any modified forms of structure or use of mechanical equivalents,

ably included within their scope.

I claim as my invention:

In an internal combustion engine, large cylinders and small cylinders arranged 1n which may be reasonpairs, pistons to operate in said cylinders, a

crank shaft, connecting rods connecting the pistons to the crank shaft, each large piston being arranged at 180 from the corresponding small piston, means for supplying gas to the large cylinders, said means including an inlet and outlet port to each small cylinder, large cylinder, and means for connecting the outlet port of the small cylinder to the inlet port of the large I cylinder, said ports being. located in the engine head, exhaust ports in each large cylinder, smaller exhaust ports in said large cylinders 50 arranged as to be uncovered when the piston has completed one-half a downward stroke, andsmall pipes connecting each of said small ports to anotherlarge cylinder, connection bein plugs screwed into the engine head over the lar e cylinders.

fies'Moines, Iowa, August 27, 1920.

MARVIN L. RHINE;

g made through 

